Internal-combustion engine



J. HUTCHINSON.

INTERNAL'COMBUSTION ENGINE.

APPLICATION FILED MAR.22I 1919.

Patented Mar. 8, 1921.

l. HUTCHINSON.

INTERNAL COMBU'STION ENGINE.

APPucmok FILED un.' 2z. 1919.

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INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAR. 22, I9I9.

1,370,542. Patented Mar. 8, 1921.

3 SHEETS-SHEET 3.

. I IENT. l MMW UNITED 4STATES PATENT OFFICI'L y'ilwrnnnnn-oonnuscrron ENGINE.

Specification of 'Letters Patent.

Patented Mar. `8, 1921.

Application led March 22, 1919. Serial No. 284,482.

To all aU/Lam t may concern:

Be it known that l, elon lflU'roHiNsoN, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following; is a specification. y

This invention relates to internal combustion engines, and more especially to an improvement in engines of the two cycle type wherein the work-ing cylinder is formed by a sliding sleeve. l

To this end the invention has generally in view a special construction whereby the fuel charge may be intitially compressed by a novel arrangement of parts to rapidly enter the Working cylinder, thereby not only having the advantage of effecting a more complete and expeditious scavenge of the said workin r c dinder but at the same time rendering the engine unusually efficient, not only at various speeds, but peculiarlycapable of low throttling, an unusual feature in the two cycle motor.

The present invention proposes to provide a novel engine structure wherein the `gaseous fuel is initially drawn from the carhureter at atmospheric pressure into ka suitable receiving compartment built in the engine, and then drawn into a compression chamber in which it is compressed to about fifteen pounds pressure on the expansion stroke of the sleeve. piston, and then permitted tok rapidly escape into the working cylinder to again be compressed prior to firing. To 1nn crease the working efficiency of the engine,

intake and exhaust` ports of large capacity y are utilized, the former being located at a point relatively remote from the exhaust ports thereby eliminating the necessity of a vdefiector, whileat the same time improving the scavenging action.

f ris a further object the invention contemplates a special construction designed to secure the greatest possible power coupled with efficiency and simplicity in a standard# ized form of motor without impairing the strength of parts that should be substantiel and durable, and also eliminate vibration without increasing' the number of cylinders.

.ln doing this it is proposed to make use of the socalled recoil ofthe movingparts to i perform work instead of being relatively free, which recoil causes the vibration referred to, thus Vutilizing the full effect of such explosion. o

Ther present invention provides another feature which is to befound in the fact that this motor is a constant compression motor for the reason that the vburned gas displaced is in proportionto the amount of'new gas entering the cylinder. Contrasted to this, a'

complished. It is to this end, therefore, that lthe special construction, arrangement of ports, and the priming device of the present invention' is directed to the purpose of throwing what new gas is takenin around the spark plugs to improvel the ignition and permit low throttling.

Certain' mechanical features directed toward securingadvantageous results in two cycle motors are described and claimed in co-pending application S. No.196,822. Additional features are described herein which are related to and are limprovements on those of the application No. 196,822.

ln additionr to the above general features, the herein described construction provides a particular type of control means for regulating' the supply of fuel to individual cylinders. lThere is also provided details of a particular relation existing between the size and arrangement of the various intake and exhaust` ports and the position of Athe movable ports. The above and other objeetsand features of the invention will be hereinafter more fully explained and claimed in accordance with the illustration in the accompanying drawings, in which z Figure 1 is an elevation, partly in section of a cylinder einliiodying' the features to be described Fie'. 2 is a vertical section taken at right anales to Fig. l; I

Fig. 3 is a diagram indicating the'relative operative stages of the main piston;

Fing. l is a view corresponding to the diagram of Fig. 3. but directed to the stages of operation of the sleeve piston.

parts with `respect to these Fig. 5 is a diagrammatic view illustrating the relative position of the engine parts at the moment of full compression and indicating the 9() degree cycle of compression;

Fig. 6 is a diagrammatic view illustrating the relative position of the engine parts at the moment the 9() degree expansion cycle is complete;

Fig. T illustrates diagrammatically the position of the solid piston and the sleeve piston relative to the exhaust ports at the moment the exhaust ports are wide open, indicating the 120 degree period wide open and the 30 degree opening and the 30 degree closing periods;

Fig. 8 is a diagrammatic view illustrating the relative position of the engine parts at the moment ot dead center during the discharge period, and indicating the 199 degree period during which the inlet valves open and close.

Similar reference characters designate corresponding parts throughout the several figures of the drawings.

In carrying the foregoing general eatures into eect, the same may be effectively combined in various structural embodiments, and by way of illustrating one simple and practical form reference may be had to the accompanying drawings wherein Figs. 1 and 2 show an engine cylinder 1. having a centralV bore 2 and water jacket 3, and suitably supported on and secured to the crank case 4 by the bolts 5 or their equivalent. As shown, this cylinder is preferably provided at its crank case end with an annular exhaust passage or chamber 6 which communicates with the bore 2 through a series of exhaust ports 7. The outlet from said exhaust passage or chamber 6 is eifected through a pair of diametrically opposite discharge ports 8. This type of exhaust provides for quickly releasing the exploded charge and materially assists the scavenge, and consequently prevents choking or back pressures when the engine is running at high speed, thus enhancing the efliciency and flexibility of the engine under all operating conditions.

The upper end 9 ot the cylinder may be formed as shown with an upstanding ring or flange 10 for maintaining in place the piston rings of the sliding sleeve piston S which operates within the cylinder. And, to permit the entrance of the compressed fuel charge into the working cylinder of the said sleeve as will hereinafter be more fully explained, this ring is formed with a circular series of intake openings 11 which are thus located relatively remote from the exhaust ports 7 and because of their number and arrangement provide for the rapid and unobstructed entry of the fuel into the said working cylinder.

Between the intake and exhaust ports the cylinder is provided with opposite radially disposed spark plug openings 12 which are threaded in the usual manner to receive the spark plugs P, and terminate at their inner ends in the enlarged sparking pockets or recesses 13 which open into the bore 2 and are covered by the reciprocating compression sleeve S except when the live fuel charge is to be ignited. Thus, the points of the plugs are protected by this sleeve from the usual carbon deposits and are always kept in good sparking condition, and the provision of two plugs in the locations shown insures ample ignition facilities.

Referring now more particularly to the sleeve S which reciprocates in the cylinder bore 2, it will be observed that the same is provided at its upper end with a suitable compressor head 14 having a convex inner surface and an annular series of intake ports 15 adapted to register with the openings 11 of the ring- 10 at the end of the up-stroke of the sleeve, which is its compression stroke, to permit the compressed fuel charge to enter the working cylinder or explosion chamber C ot' the sleeve I5, while the lower portion is provided with a suitable series of exhaust ports 16 to register with the openings 7 of the exhaust chamber 6. The ports 15 are located immediately adjacent the convex inner surface, which latter slopes smoothly into the ports 15. A separate set of compression rings 1l are provided above and below the intake ports 15 in the sleeve to insure efficiency. The relative length and area of the ports 16 as compared to the size of the ports 7 contribute a very important part of the present invention, the details of which will be further explained. The skirt portion S of the sleeve which extends below the ports 16 has formed therewith, and depending from thc lower edge thereof, suitable brackets 1T which hold therein by means of the fastening 18 a wrist pin 19 Whose opposite ends pivotally engage with the bifurcated eye portion 20 of the relatively short connecting rods 21 which are two in number and whosel lower ends are secured in the usual manner to the crank portions 22 of the shaft 23. while the crank portion 24 of the latter has fitted thereto one end of a long connecting rod 25 which is attached in the usual way to an ordinary piston 26 adapted to freely Work within the chamber C of the sleeve S. The structure of the rods 21 is such that with the sleeve S, they counterbalance the weight of the rod 25 and piston 26 thus evenly distributing the weight and maintaining perfect balance while the engine is in operation. This is important in an engine of this character, since when the explosion takes place between the head 14 and piston 26, the rods 21 and 25 are driven in chamber 32.

opposite directions, and the forces are completely balanced. Y

The upper end 9 of the cylinder has litted thereto a novel cylinder head unit for closing the same, and in this embodiment oi' the invention it preferably assumes the form of a domewhose special ieatures of censtruction make possible the desirable and necessary compiession features heretofore referred to. rlhis cover or dome is designated generally as 2T and may be oli the semi-spherical or bee-hive shape shown7 and provided with a suitable attaching `flange 2S for receiving the iiastenings 29 to detachably connect the dome tothe cylinder, while the interior thereof has formed integral therewith a partition wall 330 which divides the said interior into an initial fuel receiving' chamber 3l and a kfuel compression r[his wall 30 has a valve seat formed therein and opening into the compression chainberBQ, and also has iorined thereon the bosses Se for receiving suitable screws or other iastenings to secure a spider 36 in position to slid-.ably guide the stem 37 or' a valve i7 onto and of its seat 33, and, as shown, a spring 3S eoniined between the spider and the head of 'the valve may be utilized to seat the valve under the required conditions.

ln connection with this valve V however,` it may be noted that the stein 37 thereof is of hollow formation and has its lower end salit or cut to form a )luralitv oi fieldine .i t)

clutch fingers 39, while the face ot' the valve is provided with a closed extension socket Li() which forms a continuation of the hollow bore of the stem and receives the spindle or post 4l carried by the center of the headL lil of the sleeve S. This formation of the valve has in view the retaining of all possible compression in the chamber 3:2 by providing the closed socket i0, and also the positive unseating` of the valve against the tension of the spring 3S on the suction stroke of the sleeve S through the provision of the clutch fingers 39. Y Thus, it will be apparent that while the suction of the sleeve Stends to unseat the valve V, this action is assisted by the yielding clutch engagement between the valve stern 37 and the post All, while on the other hand when the sleeve moves up on the compression stroke the spring 3S will initially push the valve to its seat7 and the compression and continued upward movement of the post li will further positively assist thisv action.

Another novel and important feature oi` the invention resides in the provision ci means for automatically priming the spark plugs P to insure tiring at the proper time, and to this end it is proposed 'to connect the sparking pockets i3 with the fuel coinpressison chamber 82 by means of a novel valved passage. Thispassage may be of any desired shape or size, but preferably as shown, consists of the vertical conduit a2 in open communication at one end with a horizontal conduit 43 which leads directly to the pockets 13, while the upper end is in valved communication kwith an angular passage le openinginto the floor or the 'uel compressor chamber 32. That is to say? the arm oi' the angular passage 44 which connects with the end of the conduit l Li2 has a spring pressed ball valve 45 therein which kis automatically opened at the compression stroke oi the sleeve S to send live fuel 'to the pockets i3 so that the ignition oi' the fuel at the end oii the compression stroke ci the piston 2e within the sleeve is positively insured. y

rlhe details of construction whichy relate most directly to lthe unusual proportions and arrangements oit the intake and exhaust ports and the piston will be understood i'rom the -ifollowing description.y rThe gas taken into the working cylinder C is only that drawn in by the downward movement ot the sleeve piston S and displaced by its upward movement into the initial compression chamber 232. The upward movement oi the sleeve piston S compresses the charge until the ports i5 in the sleeve register with the ports 'il in the cylinder extension i0, at which time it enters the working cylinder C and is ready for compression and explosion. rlhe charge aiter entering the working cylinder C equalizes at atmospheric pressure as the exhaust ports i6 and 'i' open their working cylinder to the atmosphere at the time when the inlet ports l5 and il open 'for the gas to enter. Therefore the working cylinder (l will have new` gas iilling the upper halt oi the space while the lower half yet retains a portion of the exploded at atmospheric pressure. It is therefore clear that something' should be done in the way of .sca-venging;` to expel all ot the burned gas or as much ci it as possible without losing any of the new gas. rl`he present invention provides :tor this hv arranffino the exhaust ports 'l' in the cyinder wall ,l to have a iixed opening equal to one-half the stroke of the regular piston 2G and the port 1G in the sleeve S will have ports of il this height or equal to flot the stroke of the piston 26. The two pistons S and 2G when movingtowanAL each other must travel a distance equal to a iull stroke of either one during which time the burned is being forced out, and when the pistons reach this point the eX- hfiust ports close, leaving some burned gas still in the space which is the explosion or compression spare and above which is a full charge ci new gas. This space is indicated in the drawing` by the space between the dotted lines in the working cylinder C. At this point compression is started and there is a condition existingpractically the same Cil Cil

as now exists in the operation of a ;t'Ourcycle motor with the difference that in the pres nt construction every other stroke oi the piston is not wasted.

A still further advantage is gained ln' the fact that the rapidity at which the new gas enters along with somo expansion oiI the new gas after entering the hot chamber il tende toward the expulsion of whatever there is ot burned gas remaining in the compre .an space. This movement provides a much cleaner charge ot g s for use when an sion begins than ordinariivY found four-cycle motor. It has :dwars ditlicult problem to design dillereut two'cycle motors and determine t" L'll port opening. This was due to the i olv using a portion olf the cylinder which was necessary to the piston tra and with no other` piston or sleeve ta ai... the result was either limited port c; or a loss oit gas through the rxha and in all cases very low foinurer 's present design and port arri shown in Figs. l and 2, .vill api l1, size motor, but :tor better een i; .higher eiliciency the e:\:ii:,ust sleeve S ma)v be reduced in hei ing upon the rapidity)Y and cxpammn new gas. Should the `letter expei all remaining burned gas from the comp space and reach the exhaust por the)y are closed` then the port li, shortened to prevent a loss oiA shortening of these ports vrili a ther expansion and a lower exha sure, thus making for greater economy. arrive at this condition by experin the port 16 in the sleeve S are ci erably lower to begin with and creased to the point where pn. r ing and low exhaust pressure moet, can be accomplished witlmut refraf'w' another motor.

In order that the explanation may be niathematicall)7 explti Y. l sinned that there is illustrated an with a bore of four inches and the steel' four inches. The charge ot gas drawn in approximately 5() cubic inches, or et; al to the displacement ot' the sleeve piston during its stroke of `tour inches while 'the volume ot the working cylinder is double this amount plus the compression space shown opposite the spark plugs and between the trio dotted lines. When the piston 9,6 and the sleeve head S move toward each other and have reached the dotted lines, the ports 1G of the sleeve S have changed places with the piston 26, the ports 1G having moved down four inches and the piston Q6 havin@ moved up four inches, stopping at the lower line where the top edge of the ports lo are now shown in Fig. l. The drawings show the piston 26 positioned below the lower edge of the cylinder exhaust ports 7 for a distance ot one inch and the upper edge of the sleeve exhaust ports 16 travel past the cylinder exhaust ports '7, also a distance oit one inch. The cylinder exhaust ports 'T are two inches high and are located approximately in the middle o't' the path ot travel of the piston 26, and in the lower part of the sleeve and the full port opening is maintained rsh ile Vthe piston 26 moves down one inch and up again one inch or G0 degrees before and ailier dead center, making a ull exhaust port opening during- 120 degrees olf crank motion, 'while the sleeve S is doing the same, the total port opening being carried through total crank motion ot 2l() degrees.

where are shown six sets ot' these exhaust s it and T surrounding the cylinder. cli poit being one inch in width and two in height, making a total et are inches in area. The largest valve can ne used in the tour-cycle engine "hout trouble trom overheating is about tivo inches in diameter and with an area ot' about 55.1, square inches ot opening, and the largest overhead valve that can be used in the i ler or tour inches bore is about le inches in diameter and with an area ot two square inches. Contrasted to such limitations this engine has exhaust openings six times the size ot an overhead valve engine and tou times that ot the largest valve that can be used successfully in any tour-cycle motor because of its peculiar arrangement and size ot ports. In addition to the full opening or l2() degrees crank motion, there i this design a partial additional opening flurine' (3U degrees ot' crank motion, covering the opening and closing period which adds onesthird more to the total opening, 'll

ing 16 square inches, which the ad- `ntage of this two-cycle engine. The com- ,lete port opening period is during 180 degrees of the crank motion of each piston or a total of 36d degrees, and equal to the complete revolution of a single acting fouretroke engine. r1`he compression stroke 1s ninety degrees of crank motion tor each piston, making 180 degrees for a complete stroke, and the same as that of ay four-cycle engine. The expansion or explosion stroke covers 90 degrees of crank motion for each piston, making 180 degrees, or 45 degrees more than that of a four-cycle engineT this being for the reason that most four-cycle engines begin to open the exhausts fortyfive degrees ahead of lower dead center, giving the latter a 395 inch Working stroke, as compared to the present four inch stroke.

A further advantage which is to be found in the present invention resides in the fact that the. first 90 degrees of crank motion following the explosion is of the greatest power value, and this portion of the stroke is doubled, Which more than makes up for a `lengthof the explosion or expansion stroke,

with a port opening live times as `great.

Figs. 3 and l are diagrams of the fourk by four engine just described and each of these diagrams indicates what takes place during the` revolution of the crank shaft and the complete movement oi' each pist-on. Then the l2 inch port area is considered and found to be greater than the area of the cylinder'diameter it can be easily seen that the exhaust gas pressure will drop to atmos pheric pressure `as quickly as if the entire cylinder head was suddenly removed. It is recognized that atmospheric pressure in the working cylinder at the time or before the opening of the inlet ports is desirable. The inletfports 15 and 1l are also one inch in width and are of an inch high, having a total area of 4g square inches, and are opened and closed during a crank motion of 100 degrees, as shown in the diagram of Fig. 4. With the pressure in the working cylinder' C instantly reduced to atmospheric pressure, the inlet ports openand the new charge is transferred by an initial pressure of fifteen pounds above atmospheric pressure and takes its place in the yupper end of thesleeve pistons S, insider the working cyl inder C, and reaching down to the dotted lineadjacent the spark plug. This is four inches from the sleeve head and by the time this fresh gas reaches this dotted line it has displaced fifty cubic inches of burned gas. At the beginning of the movement toward each other of the sleeve piston S and the pis- `ton 96, the sleeve piston S must move down the center of the cylinder exhaustports leaving a space which still contains burned gas 'which space is equal to the space between the dotted lines. The amount ot burned gas 'thus left in the cylinder may be figured -as about twelve cubic inches and at this time it may be compared with the condition of operation of a four cycle motor. ln the next movement compression is begun and the fresh gas is compressed into thek space between the dotted lines opposite the spark plug. In considering the amount of burned e economy.

gas possibly remaining in the motor, it is not sufficientl to theoretically compute the amount of gas and thus to compare it in operation with that ofthe four cycle motor for the reason that the speed at which the fresh gas enters the combustion chamber along with the expansion which takes place after entering the hot cylinder will cause considerable swelling and drop below the dotted line, thus displacing still vmore of the foul gas in the compression space just before. it is trapped by the quick closing oi the exhaust ports, making a fuller and cleaner charge and providing higher volumetric efliciency than that of the four cycle engine. By this port arrangement there is also secured a substantial supply of water around the head of the piston 26 where the coldest water enters at the inlet IV, passing upward and out at a point not shown. j

The operation of the sleeve piston and the solid piston relative to the positions ofthe intake and exhaust ports and the peculiar cycles of operation which form an important part of the present invention will be understood readily by reference to the diagrammatic views of Figs. 58, inclusive. In Fig. 5, the sleeve piston and the solid piston are shown at the moment of highest compression, that is closest together. The cycle of 90 degrees of the compression period is indicatedby the lines and the arrowsV representing a one-quarter turn of the crankshaft from approximately 27() to 360 degrees. The 90 degree cycle of the expansion period is indicated by the lines and the arrows indicating a one-quarter turn of the crank shaft from O degrees to 90 degrees. In Fig. 7 the relation of the sleeve piston and the solid piston relative to the exhaust ports is shown Vas at a point approximately 120 degrees after the position of the parts shown in Fig. 5. The exhaust ports began to open at 90 degrees and continued to open for 30 degrees. A period of full opening extends over a cycle of 120 degrees after which the ports begin to close and complete their closing in a period of 8O degrees additional. Fig. 8 shows the sleeve piston and the solid piston in their extreme remote positions at the moment of dead center and at a time wheny the intake ports are wide open. This viewillustrates how the intake ports begin to open and complete their closing move ment in a period ctl00 degrees of crank motion, which crankmotion is at the middle of the 120 degree period in which the exhaust ports remain fully open.

It will be noted from the drawings and fromthe dimensions given above for the inlet and exhaust ports and the stroke of each piston, that the inner piston travels downbelow they lowerredge of the exhaust ports; that the exhaust ports are stilly wide open while the crank shaft approaches,

passes over dead center, and leaves dead center; and also that the inlet valves open and close in the period when 'the exhaust ports are wide open. These features are new in the constructions involved in the present iuvention and are not used in any of the opposed two cycle motor constructions now known.

In addition to the foregoing the present construction provides for increased economy and efficiency by the use of a particular valve control which makes low throttling possible. Referring to the constructions illustrated in the cylinder heads, Figs. l and 2, 46 indicates a stem or shaft extending through the fuel compression chamber ,2 and on which is rigidly mounted an ecc/erH tric or cam 47, which latter Ais thrown. into engagement with the under surface of the valve V by a lever 4S, which may he controlled from a distance. This eccentric is used to prevent or reduce the amount of valve opening. 4:9 is a compression spring' for holding a collar 50 tightly against a packing Washer 5l. The stem ,46 also packed With a soft packing 52 inside of the packing nut 53, these precautions being taken to maintain compression within the initial compression chamber By use of this valve control one or more cylinders ma v be cut olf for the purpose of cutting down the power on these cylinders and allowing other remaining cylinders to operate at comparatively full load, these latter cyliml thus having sufficient gas to prevent missing and hence operating more elliciently and with better scavenging than if all cylinders were working and the minimum amount of fuel admitted to all. This isolation of cylinders may be done without damage in this type of motor because the balance action of opposed sleeve and piston for each c vlii'ider on the crank shaft gives sufficient flexibility. During ordinary running cylinders may be cut off in turn for the purpose of cooling or locating a damaged spark plug, thus saving the gas which in 'present day motors is passed through the cylinder and into the muffler there often causing explosion.

From the foregoing it will be apparent that the novel dome construction provides for first drawing the live fuel from the carbureter into the initial fuel receiving chamber 31 at atmospheric pressure, due to the fact that as the sleeve S descends in the cylinder a vacuum is created in the chamber 32, and the valve V is opened by this vacuum and, the assistance of the clutch engagement between the post 41 and valve stem, whereby the fuel at. low pressure is also drawn from 31 into 32 until the end of the suction stroke of the sleeve. Then tne upward movement of the sleeve S causes the closing of valve V, and the compression of the gas in chamber 32 until the head 1.4 of

the sleeve registers with the intake ports 11 when the fuel will expand into the chamber C of the sleeve and effect the scavenge of the exploded. gases through the exhaust ports 16%?, since the head of the piston 26 permits this as shown in lll ig. 2. After the fresh charge is in the chamber C the sleeve S descends and the piston 26 rises, and when the ports 15 of the sleeve register with the pockets 13, which are primed with fresh gas on the compression stroke, the plugs P ignite the fuel charge compressed and caged between the head 14 and piston 26 to cause the working strokel which sends the elements S and 2G in opposite directions to perform their proper functions. These operations are repeated during each cycle, and accurately carry out all of the designed and in tended operations with precision and eliiciency.

In additon to the points of advantage hereinbefore indicated, it will be noted that this construction makes it possible to begin the exln'iust port opening opl'iosite the center of the cylinder exhaust ports and to widen this opening equally in both directions.

l claim:

1 An internal combustion engine including a cylinder having a plurality of fuel intake ports and an annular exhaust chamber communicating with said cylinder bore through a plurality of discharge ports in said cylinder wall, a fuel receiving chamber i u communication with said plurality of fuel intake portsr` a fuel compression chamber, a sleeve slidably mounted in the cylinder and having a plurality of fuel intake ports to receive fuel from the compression chaml'ier, and also having a series of exhaust openings to communicatt` with the annular i-xheust chamber through the exhaust openings in said cylinder wall. said exhaustopenings in said sleeve being at least one and one half times the length of said exhaust openings in said cylinder walls to prolong the period of t'ull opening of the latter.

2. iin internal combustion engine including a cylinder havin;r a plurality of fuel intake ports and an annular exhaust chamber having a plurality of discharge ports formed in said cylinder wall, a fuel receiving chamber in communication with said i'ilurality of fuel intake ports, a fuel compression chamber, a sleeve slidably mounted in the cylinder and having a plurality of fuel intake ports to receive fuel from the compression chamber, and also having a series of exhaust openings to communicate with the annular exhaust chamber through said openings in said cylinder wall`r said exhaust openings in said sleeve having at least one and one half times the area of said exhaust openings in said cylinder.

8. An internal combustion engine including a cylinder having exhaust ports in said cylinder` Wall, a fuel supply dome formed with separate iuel receiving` and compressionchambers, an automatic valve between the same, a compression ,sleeve Within the cylinder and having` ports for communieating with the compression chamber and other ports in said cylinder ivall communieating with said exhaust ports, and a piston working in said sleeve, the exhaust ports 4in said sleeve being so located ivith respect to said piston that when said piston and sleeve are moved in opposite directions the piston begins to uncover said ports when the latter are directly opposite the exhaust ports in said cylinder.

4L. An internal combustion engine including a cylinderhaving exhaust ports inthe wall thereof, a fue] supply dome `formed with separate fuel receiving and compres sion chambers, an automatic valve between the same, a compression sleeve Within the cylinder and having ports 'for communicating with the compression chamb ,r and other ports communicating With said exhaust ports in said cylinder Wall, and a piston Working in said sleeve, the ports in said sleeve being so located with respect to said piston that when said `piston and sleeve are moved in opposite directions the piston begins to uncover said ports when the latter are directly opposite the center ot said exhaust ports in` said cylinder.

5. An internal combustion engine :including a cylinder` haying` a series of exhaust ports .extending therearound in the Wall thereof, piston sleeve Within said cylinder having` a. series oi exhaust ports corresponding' to and arranged to reeister with said cylinder exhaust ports7 and an annular` cx-v haust chamber surrounding said annular series oit cylinder 'exhaust ports and adapted to receive the exhaust in all directions and maintain equal expansion and contraction of the cylinder and avoid distortion the length of said exhaust ports in said sleeve being;` at least one and one halt times as great as the lenqth of said cylinder exhaust port to prolong the period ot full opening;` oi the latter. v l

y 6. An internal combustion engine including a cylinder having series olf exhaust ports extending therearound in the all thereof, a piston sleeve within said cylinder having,r a series or exhaust ports correspond ing to and arranged to register withsaid cylinder exhaust ports, and an ani'mlar exhaust chamber surrounding said series el cylinder exhaust ports to receive the exhaust in all directions therefrom and having' outlet vpassages at opposite points in said chamber to equalize the exhaust from and the temperature of said chamber parts, the length of said exhaust ports in said sleeve being at least vone and one halt times as great as the length of cylinder exhaust port to prolongl the period of .lull opening;r ot the latter. f

T. in internal conibustion engine including' a cylinder having a plurality of fuel intake ports and an annular exhaust chamber ha ing a plurality oit' discharge ports, a fuel receiving chamber in communication with said plurality of fuel intake ports, a fuel compression chamber, a sleeve slidably mounted in the cylinder and having` a plul rality of fuel intake ports to receive fuel from the compression chamber, and also having a series ot exhaust openings to coinniunicate with the annular exhaust chan1- ber, said exhaust openings in said sleeve be-y ing at least one and one half times the length of said annular exhaust chamber'7 the ends of said sleeve exhaust ports farthest removed "trom said Sleeve intake ports being' directly opposite tothe correspondingr end oit said cylinder exhaust ports when said intake ports or said sleeve and cylinder are in registry. f

S. An internal combustion engine includ ingn a cylinder having' a series of exhaust portsextending therearound, a piston sleeve Within .aid cylinder having a series of ex# haust ports corresponding to and arranged to register with said cylinder exhaust ports7 and an annular exhaust chamber surrounding said series of cylinder exhaust ports and adapted to receivethe exhaust in all directions and maintain equal expansion and contraction oit the cylinder andkavoid distortion, the length of said exhaust ports in. said sleeve being` at least one andr one halt times as great as the length of said cylinder exhaust ports, the ends or" said sleeve exhaust ports farthest removed fromsaid sleeve in take ports beingdirectly opposite to the eorrcspending` end of said cylinder exhaust l ports Wnen Said intakeports of said sleeve and cylinder are in registry.

9. An internal combustion engine includinga cylinder having` a series-oit exhaust ports extending therearoulul and in the Wall thereon"7 a piston sleeve having a head pow tion in said cylinder andhaving a series ot exhaust ports corresponding; to and arranged toregister with said cylinder exhaust ports) and a piston adapted to move.

vithin said sleeve, the ends oi said sleeve exaaust ports farthest. `:from said sleeve' in-y take ports being' directly opposite 'to the con responding` ends et said cylinder exinius'* ports when saidsleeve head and said piston are in the extreme removed positions and said piston being; as far beyond the nearest edge of said sleeve exhaust ports as the :tar edge oi' said sleeve exhaust ports are beyond the tar edge ol said cylinder exhaust ports.

10. A tivo cycle internal combustion engine including a cylinder having' fuel intake .ind exhaust ports, a compression sleeve mounted for movement Within said cylinder and inand having an explosion chamber register take and exhaust ports adapted to respectively with said intake and exhaust ports of said cylinder, and a piston adapted to move Within said sleeve7 said sleeve exhaust ports being of such sii/,e with resgectto said cylinderexhaust ports as to register with and maintain said cylinder exhaust ports .fully open during the entire period during which the inlet ports of said cylinder and said sleeve begin to register on opening' and move apart when closing.

11. A two cycle internal combustion engine including a cylinder having fuel intake and exhaust ports, compressori sleeve mounted for movement Within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinderl` a piston adajited. to move Within said sleeve, a common crank shaft for operating said sleeve andv said pis-- ton, Said sleeve exhaust ports being so arranged that they begin to open before 'the inlet ports open by an initial lead of 40 degrees of motion of said crank shaft and they remain open during el() degrees of crank shaft movement after said inlet ports close.

12. A two cycle internal combustion engine including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement Within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve, a common crank shaft for operating said sleeve and said piston, said sleeve exhaust ports heilig so arranged as to remain completely open duringv Q0 degrees of movement of said crank. shaft before said inlet ports begin initial register,v and remain completely open after said inlet ports have closed and ceased to register.

13. An internal combustion engine including a cylinder having a fuel intake port and also having an initial fuel receiving chamber and a fuel compression chamber directly adjacent each other and a communicating port, a sleeve slidably mounted in said cylinder and having an explosion chamber therein and control means for posi-- tively controlling the communication between the fuel receiving chamber and the fuel compression chamber, and supplemental control means mounted on said engine and independent of said first control means for regulating the degree of opening of said communicatingr port.

14. An internal combustion engine including a cylinder having a fuel intake port and also having an initial fuel receiving chamber and a fuel compression chamber directly adjacent each other and a communicating port, a sleeve slidably mounted in said cylinder and having an explosion chamber therein and control means for positively ontrolling the communication between thel fuel receiving chamber and the fuel compression chamber', and adjustable control means for regulating the degree of Inoveiacut of a valve in said communicating port.

i5. An internal combustion engine including a cylinder having intake and exhaust junit-s, and also having an initial fuel receiving chamber and a compression chamber formed directly adjacent each other Within the engine structure, an automatic valve adapted to establish communication between scid fuel receiving and compression chamber adjustable control means for regulating the degree of movement of said automatic valve7 a compression sleeve within the cylinder and having an explosion chamber therein and ports for communication with the compression chamber and other ports communicating with said exhaust ports, and a piston Working in said sleeve.

1G. An internal combustion engine. including a cylinder having exhaust ports adjacent the crank ase, and a fuel supply dome detachably fitted to the other end, said dome having an interior Wall dividing the same into fuel receiving and compression cham.- bers and provided with a valve seat opening into the latter chamber, a spring pressed valve located wholly Within the compression chamber and normally held against said seat, adjustable control means for regulating the fflegree of movement of said valve, a compression sleeve having intake ports adapted to communicate with the compression chamber and exhaust ports adapted to register with corresponding cylinder ports, and a piston working in said sleeve.

1.7. An internal combustion engine including a cylinder having exhaust ports, a fuel supply dome mounted on the upper end of the cylinder jacket and having an interior partition dividing the same tinto a relatively small fuel receiving chamber and a relatively capacious fuel compression chamber and provided with a valve opening, a spider fitted to the partition, a valve having a stem extending into the compression chamber and guided in said spider` a spring confined between the spider and the valve for maintaining the same normally seated, adjustable control means for regulating the degree of movement of said valve, a compression sleeve having intake and exhaust ports for respectively communicating with the compression chamber and cylinder exhaust port, and a piston working in said sleeve.

18. An internal combustion engine including a cylinder having a fuel intake port and llO also havin aninitial fuel receiving chamher and a ucl compression chamber directly adjacent each other and a communicating port, a sleeve slidably mounted in said cylinder and having control means for positively controlling the communication between the fuel receiving chamber and the fuel compression chamber, a valve in said communicating port and operating in conjunction with said control means, and adjustable control ineansfor regulating the degreefof opening of said valve comprising a shaft extending from the exterior of said dome into the interior` thereof and journaled therein, cam means mounted on said shaft and adapt- Y ed to limit the movement of said valve, and

. a lever connected to the exterior end of said shaft.

19. An internal combustion engine including a cylinder, affuel supply dome fitted thereto and having a partition wall dividing the same into separate receiving and coinpression chambers, and also having a 'valve seat, a valve guide fitted tov said wall, a'valve including a head portion provided with a closed socket extending to one side thereof and projecting into the fuel receiving chamber While the other side carries a hollow stem split at its free end to provide a plurality of Lyielding clutch fingers, a spring confined between the guide and the head of the valve, a slidable compression sleeve, means carried by the latter and engaged by the valve stem, a shaft extending into said dome and journaled in the walls thereof, cam means mounted on said shaft and arranged to engage said valve to limit the opening movement thereof, and means outside 'of said engine for actuating said shaft.

20. A11-internal combustion engine of the two cycle type including-a cylinder having a series of fuel intake and a series of exhaust ports extending therearound, a compression sleeve mounted for movement in said cylinder and having a head, an explosion chamber, intake and exhaust ports adapted to register respectively with said cylinder intake and exhaust ports, a piston adapted to move within said sleeve, the exhaust portsof said sleeve being at leasttwice the length of the` l intake ports of said sleeve.

21. An internal combustion engine of the two cycle type including a cylinder having aseries of fuel intake and a series of exhaust ports extending therearound, a compression sleeve mounted for movement in said cylinder and having a head, an explosion chamber,y intake and exhaust ports adapted to register respectively with said cylinder intake and exhaust ports, a piston adapted to move within said sleeve, the'exhaust ports of said sleeve having an area at vleast twice that of the area of the intake ports of said sleeve.

22. An internal combustion engine of they two cycle type including a cylinder having a series of fuel intake and a series of exhaust ports extending therearound, a compression sleeve mounted for movement in said cylinder and having -a head, an explosion chamber, intake and exhaust ports adapted to register respectively with said cylinder intake and exhaust ports, a piston adapted to move within said sleeve, the area of said cylinder exhaust ports being greater than the area of the bore of said cylinder.

`23. An internal'combustion engine of the two cycle type including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinderfand having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted 'to move within said sleeve, acommon crank shaft for opei'ating'said sleeve and said piston, said exhaust ports being so' arranged as to be open during 180 degrees of revolution of said crank shaft.

,24. An internal combustion engine including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to movek within'said sleeve, a common crank shaft for operating said sleeve and said piston, said exhaust ports in said cylinder being greater` in area than the area of said piston head and being arranged to remain open during 180 degrees of revolution of said crank shaft.

25. An internal combustion engine includ cludingr a cylinder, having intake and ex` haust ports, and also having an initial fuel receiving ,chamber and a compression chamber formed directly adjacent eachy other within ythe engine structure, a valve adapted to establish communication between said fuel receiving and compression chambers, a compression sleeve within the cylinder and having an explosive chamber therein and intake ports for communication with the compression chamber and other ports communicating with said exhaust ports, and a piston working in said sleeve, said intake ports in said sleeve having an area at least fifty per cent. greater than the area of opening of said valve.

27. An internal combustion engine including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve, and a common crank shaft for operating said sleeve and said piston, said sleeve exhaust ports being so arranged as to leave said cylinder exhaust ports completely open during a period of 60 degrees of revolution of said crank shaft While the crank shaft approaches dead center and for a period of 6() degrees of revolution of said crank shaft after the crank shaft starts upward from dead center.

28. An internal combustion engine including a cylinder having fuel intake and exhaust ports, a compression sleeve mounted for movement within said cylinder and having; an explosion chamber and intake and ex aust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve to uncover said sleeve exhaust ports and to move downward beyond the lower edge of said exhaust ports, and a common crank shaft for operating said sleeve and said piston, said sleeve exhaust port being so arranged as to leave said cylinder exhaust ports completelyy open during a period of 60 de ees of revolution of said crank shaft whi e the crank shaft approaches dead center, and for a period of 60 degrees of revolution of said crank shaft after the latter starts away from dead center.

29. An internal combustion en 'neincluding a cylinder having fuel inta e and exhaust ports, a compression sleeve mounted for movement within said cylinder and having an explosion chamber and intake and exhaust ports adapted to register respectively with said intake and exhaust ports of said cylinder, a piston adapted to move within said sleeve, and a crank shaft for operating said sleeve and said piston, said sleeve exhaust ports being longer than said cylinder exhaust ports, and said sleeve inlet ports being arranged to complete the opening and closing movement during the period while said exhaust ports of said cylinders are Wide open.

30. In an internal combustion engine of the two cycle type, a cylinder having a Series of intake and a series of exhaust ports in the wall thereof, and a sleeve piston in said cylindcr having an explosion chamber therein and a series of intakes and a series of exhaust ports in the wall of said sleeve piston adapted to be moved with said sleeve piston over and to uncover said ports in said cylinder wall, said exhaust ports in said sleeve being longer than the exhaust ports in said cylinder in order to prolong the period of full opening of the latter, and said inlet ports in said sleeve being adapted to be moved into registry with said inlet ports in said cylinder and to open and close the same while said cylinder exhaust ports are full open.

3l. In a two cycle engine, a cylinder having intake ports and exhaust ports in the wall thereof, a sleeve piston Within said cylinder and having an explosion chamber within said sleeve piswn and having a plurality of exhaust ports adapted to be moved with said sleeve into position over said exhaust ports in said cylinder Wall, a second piston i.

within said Sleeve piston, and a common crank shaft for said sleeve piston and said second piston, the exhaust valves in said cylinder and in said sleeve piston being so positioned that the impulse cycle includes an impulse relative movement of the sleeve'piston and second piston approximately equal to that of the exhaust movement of the sleeve piston and second piston.

32. In a two cycle internal combustion engine, a cylinder having intake ports and a plurality of long narrow exhaust ports in the wall thereof, a sleeve piston within said cylinder and having an explosion chamber within said sleeve piston and having a plurality of long narrow exhaust ports adapted to be moved into position over said exhaust ports in said cylinder wall, a second Piston within said sleeve piston and adapted to move over and beylmd said exhaust. ports in its travels, and a common crank shaft for said sleeve piston and said second piston, said exhaust ports in said sleeve piston and said exhaust ports in said cylinder wall being so loeatedthat` the impulse cycle includes an impulse relative movement of the sleeve piston and second pistn approximately equal to that of the exhaust movement of the sleeve pistony andv second piston.

33. Aniinternal combustion engine includ-Y ing a cylinder having a plurality of fuel intake ports and an annular exhaust chamber having a plurality of discharge ortis` leading thereinto from the bore of sai cylinder, and a sleeve slidably mounted in said cylinder and having a series of exhaust openings to communicate with the openings in said cylinder wall leading to said exhaust chamber, said-exhaust openings in said sleeve being at least one and one-half times the length of the openings in said cylinder wall leading to said annular chamber, the ends of said Sleeve exhaust ports farthest removedfrom said sleeve intake ports being directly opposite to the corresponding end of said cylinder discharge ports when said intake ports of said sleeve and cylinder are in registry.

34. In a two cycle internal combustion engine, a cylinder having intake ports and a plurality of long narrow exhaust ports in the Wall thereof, a sleeve piston within said cylinder and having an explosion chamber within said sleeve piston and having a plurality of long narrow exhaust ports adapted to be moved into position over said exhaust ports in said cylinder wall, a second piston within said sleeve piston and adapted to move yover and beyond said exhaust ports in its travel, and a common crank shaft for said sleeve piston and said second piston, said exhaust ports in said sleeve piston and said exhaust orts in said cylinder Wall being so located) that the movement of said sleeve piston and said second piston begins to open the exhaust ports at a point about 90 degrees of the cycle of revolution of said crank shaft.

35. In a two cycle internal combustion engine, a cylinder having intake ports and a plurality of long narrow exhaust ports in the wall thereof, a sleeve piston within said cylinder and having an explosion chamber within said sleeve piston and having a plurality of long narrow exhaust ports adapted to be moved into position over said exhaust orts in said cylinder Wall, a second piston within said sleeve piston and adapted to move over and beyond said exhaust ports in its travel, and a common crank shaftfor said sleeve piston and said second piston, said exhaust ports in said sleeve piston and said exhaust ports in said cylinder wall being so locatedv that the movement of said sleeve piston and said second piston begins to open the exhaust ports at a point about 90 degrees of the cycle of revolution of said crank shaft and completes the closing of the exhaust ports at a point about 270 degrees of the cycle of revolution of Said crank shaft.

In testimony whereof I have hereunto set rn hand. f

y JOB HUTCHINSON. 

